Controlling apparatus for railway-trains.



f PATENT-5D 001129. 1507.

. J. T. THOMESON..

CONTROLLING APpARATUs BDR RAILWAY TRAINS.

, APPLmATmn Hmm zur 18.1901.

Ammers-ausm: 2. f2 3 PATBNTBD 00T. 29.1907

{Zim/21150,?

J. T. THQMPSON. CONTROLLING APPARATUS FOR RAILWAY TRAINS.

' l APPLIUATION FILED MAY 18. 1907 u A A "ff59.598 A PATENTE) 00129. 19o?.

J. T. THOMPSON. CNTROLLING APPARATUS FOR RAILWAY TRAINS. APQLIOATIOH FILED MAY 18, 1007.

4 BHEETS-TSHBET '4.

- zza'br': A rk7mm/0 7. 770/1250/1 j 5?/ www( I ffyi trnting also the said valve 'closing thepnrts in verticnlsection.

It "SENTIAIS AND ONFJIllIRD TO T. P. GALLIGAN,

OF CHICAGO, ILLINOIS.

CONTEDLLING APFARATUS FOR RAILWAY-TRAINS.

Speeieacion of' Let-ters Potent..

Batented Oct. 29, 1907.

Application lefi May 18. 1907- Serinl No. 374141L T o all whom. il. may concern:

Be it known that I, .Timms T. "InolnesoN, a citizen of the United States, and a resident of Chicago, in the -eounty of Cook and Stute of Illinois, have invented certain new and 'useful Improvements in Controlling Apparatus for*Railway-Trains; and I do hereby declaro that the following is a full, clear, and exact description thereoft reference heing had to the accompanyingr drawings, and to the 'letters of reference marked thereon, which ferm 'a part of this specilication.

This. invention relates to means or' automatically applying the brakes to n railway train and stopping the train" whenever the train is driven 'past the senr1-Y phore oi a block-signaling apparatus setin danger position, er whenever at other times it is desired to st'op the train through the agency of a force applied from without the train.

The invention Consists in the matter-s hercinater set. forth and more particularly pointed out'. in the append ed claims.

ln the dra\\ingsz-l"igure l is a View slwwing in dotted outlines la locomotive equipped withl my improved n} inrntus. Fig. is a plan view of a short sec tion of railway track, showing a contact rail which engages o part carried hy-thelocornotive to set in operation the brake n'fplying apparatus. Fig. 3 is a plan view of the mechanism on the locomotive forv operating the nir valve of the nir brake system, illus- Fig. 4 vis a side elevation 3,`showing the ense in- Fig. 5 is a View showing in transverse vertical section :i track rail and the adjacent contact rail, together with the contacting ports carried by the locomotive.. Fig. Gis :1 hori.- zontnl section, on the line 6-6 of Fig. 5. Fig. 7 is n view showing in 'end elevationthe electro-magnetienlly controlled switch for closing the circuit. through t-he actuating motor. Fig. S is an enlarged irngmentary detail of a portion of the device shown in Fig. 'r'. Fig. 9 is a vertical-tidal section 'oi the nir rele-rising vaive constituting part. of my apparatus. Fig. l0 is a diagram showing the arrangement of the electric circuits. Fig. l] is :t plan view ot' n section o the railway track including n switch,A illu'slinting un :mnngemcnl wheresoid actuating mechanism. ot the pin-ts shown in Fig.

by my device may he sit in operation hy the mover.

nient. ofthe switch.' Fig. )2 n side. elevation of thc switch throwing device illustrated in Fig. ll, showing post is clear or obstructed. operatively connected and its connectifm withA with said nrln is ov vertically reciprocating rod 2, constituting means for actuating circuit closing devices at. the base of `the semaphore post, :is will hereinafter more fully appear.

3 indicates :i horizontal ef'ntact rail or bar located pznnllel with :1nd closely arljziccnt tovone of the track rails. Suid bar 3 is here shown as bolted to a -bleek of wood 4 which rests upon the ties, and the har is insulated thcrelrfnn hy aninsulnting strip 5. Upon the frame o the locomotive is mounted n. downwardly depending bracket. G in the lowergend of which is pivoted a lwrizontnlnrm 7 carrying at its outer end a. roller S which is .urged to make Contact with the lower surface ol nhorizontal flange '9 comprising part', oi the contact rail 3. The arm 7 is pressed upwardly uit its outer end against a'suitable limiting stop by means of a coiled spring 10, and the parts are'so a1- ranged that the spring will hold the roller in Contact;

with the contact rnil when the locomotive is driven past the same. In order to facilinte engagement of the roller with the lower surface of the flange as the roller approaches the sume, the ends of said flange :ire inclined upwairdly as shown in Fig. l. When my apparatus isnpplied to a single track, two of such contnct. hars or rnils 3 nre employed, one on each ,side of the track, one coming into use for each direct-ion of. travel of th(I locomotive.

Inch contact har 3 und an adjacent roller S constitute the terminals o i a normally open electric circuit. The .said circuit includes n battery 12 (Figs. 2 and 10) which' may he loteted either on the engine or on the right'oi way near the track, and a switch closing device 13 designed to be actuated by the semaphore rod 2 connected with the semaphore arm ns stated. The battery I2 is shown as leent-ed on the right of way. Sai'd circuit, which is hereinafter for convenience designated as the track circuit., also includes, onthe locomotive, an elec,- tro-nntgnet l5 which controls n switch that closes the circuit of the motor that opemtes the air releasing valve of the air hrnke system, as will hereinafter appear, and is completed through the wheels of the locomotive, as indicated nt 16, and one of ther-.dln of the track. The said circuit ,closing device. 13 comprises two metal coutact fingers arranged one above the other. and theyare designed to he pressed together by the downward movemcnt of the rod 2, the parts being 'so mfr-.urged thm the said rod is moved downwardly when the semaphore arm is raised to indicate that' the track ahead is obstructed. The closing of said electric circuit through the circuit'l closing rail 3 and roller 8 energizes the electro-magnet l5 which, hy attracting its armature J7, effects the closing of the switch \\'hclreontrols the motoreirenit before referred to. '\\'hen the semaphore nrm is lowered or :nm-Pd Into :t position to indicate a: clear track, the contact lingers 110 device 13, and through the contact 13 are separated so that the passage of a train into't-he .bloc at'this time andthe engagement of the roller 8 with l.the cbntact rail 3 doesnot act to close said motor cirbuit controlling switch.

o Y.' Rezferring now to-the mechanism for applying the bake by the momentary closing oi an electric circuit through'said roller 8 and the rail 3, when anatteinpt is made to enter a closed block or .to pass the semaphore set 'to indicate danger. said parts are made' as follows:

- 20 indicates a valve in the train pipe 21 at the up'per end of which pipe is located the engineers'controlling valve 22, the latter being'operated in the usual manner to control the air-brake system for both ordinary a'nd emer- ,gency service; n The valve is located in the pipe 21 3,5 below the engineer-s valve 22 and operates independently of thelatter valve. It is also incased so as to'be inaccessible to the engineer. Said valve 20 is normally open'to provide free. communication between the en` f, `gineers valve and the train pipe so as not to interfere 20 withthe' usual operation of the air brake system: The valve comprises, as shown in F ig. 9, a 'casing 23 having oppositely extending hollow'branches which communicatel with the pipe 21 above and below the same, and a rotative plug 24 provided With-a'through-port 25 which Y 25 i stands normally in register with Said branches so alito afford 'an unobstructed passage therethrough'. `The casing is provided at one side with an 'escape-nipple 26 normally closed by thepluv. The said plug is provided 1witha branch port 27 -that is sc relateclto the through-port and said nipple that when the plug is ro- -tated'to bring one end of said tlnough-port into register :with the escape nipple, as indicated in dotted lincsin Fig. 9,.the branch port'is in communication-with the 'lower or outlet branch of 'the valve, thus affording an' avenue of escape of/air through the port from the train pipe below the valve. The. valveiat this time may assume the function of an emergency valve to release air from the'tra'in'pipe in a'manner to set the brakes. It

' will be' observed that when the valve assumes the position shown in dotted lines in Fig. 9 it is in position to cut off the escape oi air .from the main reservoii' thus maintaining the proper pressure at th'e engineers valve to operate the brake system as soon` as the valve 24 asi sumes its normal position- The mechanism for operv ating the valve 24 is such that theyalve is opened'and automatically closed at a predetermined period of opening, and'when closed leaves the air brake system in i ull control of the engineer. The mechanism for operating said valve, which is inclosed together with the valve 20 in acase or box 29, embraces in this instance an electric motor 30 operatively connected with a camI disk 31 provided. with a carri slot 32 which engages with a roller bearing stud 33 on a valvenperatiiig lever. 34 hinged at itslo'wer end vto the ca's'iiig and arranged parallel with Y 55 the piiseof the cam disk- The parte are S0 amnged and the cam slot is so disposed thaththe valve is shifted to its emergency position and held in such position'for a predetermined time and is shifted back' to its normal position by thelcontinuous rotation of said cam disk'in one j) direction.

To the movable part or plug of the'valve 20 is fixed Aa 'short craniarm 36 to the outer end of which is pivoted one end 'of a. horizontal link 37, the other en d'of the link being pivoted byA a pivot stud to the lever- 34. near its Y The said lever 34 is convenientlyprovided near its upper end with two or more openings to receive' the valve, the other to close the same and the concen-4 tric ,part operating to hold the valveopen.' The cam disk is rota-tively connected with the motor 30 by means of a double reduction worm gear mechanism to impart a suitably slow speed tothe disk from the rela-- tively high speed motor. Said worm'gearing c`omprises a worm 45 on the armature shait meshing with a.

worm wheel 46 on a countcrshaft 47, and a worm 48 on the 'opposite end of said countershaft which meshes with a worm wheel 49 on shat 50 to which is fixed said cam disk. l

As shown in Fig. 4, the'stnd 33 is at a place in thev cam slot where the two eccentric portions 40 and 41 meet and the valve operating lever 34 is at the extreme right hand end of its travel, these positions correspond` ing to the normal position of the valve 20.

The motor 30 is included in an electric circuit, hereinafter for convenience designated as the motor circuit,A which is energized by a battery 53 or other suitable source'oi electrical energy carried upon the locomotive.

1n the event a continuously-running generator, asa.

dynamo, be' installed on the engine or train for other services, su'ch source of energy mayl consist oi said generator. Said circuit includes a switch, designated as awhole by 55 by the cllosihg of which the motor 30 is set in'niotion -to effect the operation of the valve 52")v in the manner above described. Means are provided as follows for actuating the switch 55 to close thesame by 'the momentary passing of an electric current through the track circuit: Said switch 55, which is similar to an ordinary double knife switch, is herein shown as cornprising two Contact blades 56, 56 which are pivoted to terminal members 58, 58 and adapted to'make Contact with stationary contact members 59, 59. A A spring 60 is provided which acts to close said switch when unrestrained. opcn position, as shown in Fig. 4, against the influence of said spring 60 by a latch device constructed as fulbar 63' joining the lower ends of the switch blades.-'

Said 'rod 61 is pressed outwardly of downwardly by a spring 65 tontained witliin the tube, andthe outward movement of lthe rod is limited liya pin 66 carried by the rod and extcndingthrough a short slot in the tube for engagement with a shoulder at the lower end of 'said sloti The rod engages at its outer or lower end with a trigger device, indicated as a whole by 67. Said device comprises a horizontally arrangef.. vertically swinging member 68 which is pivoted at on end to 'a horizontal -pivot rod 69 mounted in the frame oi the switch, and is provided at its other end with an u'pturned portion iri 'which is mounted a horizontal roller 70. adapted to be i engaged by the end of said roti 6l in amanner to prevent ment is limited lry a stop-pin 72. The outer or lower end I Said switch 55 is normallyretained in its o the rod (il is provided with a beveled or inclined face so arranged that when the parts are moved in a direction to open the switch, the engagement of the said inclined face with the roller depresses the trigger and also pushes said rod inwardly, thereby permitting the rod to pass the roller when the switch is moved into its open position. 75, indicate two vertically swinging arms or levers which are' hinged at lheir upper ends te a horizontal pivot rod 76 and are provided between iheir ends with forwardly opening notches 77 which engage with a pivot. rod 78 )assing horizontalljy` through the torward end of the trigger 68. By reason of the engouement o the rod 78 with the notches in the levers 3. downward movement of said trigger 69 moves the levers 75 about their pivots 76 in a manner to swing their loe-er 'en ds rearwardly or toward the left as shown in Fig. S.

The saidlevers are normally prevented from being so .moved by engagement of their lower ends with shoulders: S0 formed on the free forward margin of a horizontally arranged flat' plate which is hinged its rear margin to a horizontal pivot rod S2 mounted in the switch frame. Said Hat plate is the armatnre 17 of the pair of electro-magnets 15 before referred to and shown in Fig. 10. as well as in Figs. 7 and S. Said armario-e is normally held in its raised position, as shown in Fig. S, by a coiled spring 86 andis swung downwardly when the magnets are energized. formed in the armature ,17 by providing recesses or notches in its forward margin, which are adapted to rcceive the lower ends of the trigger arms 75. The engagement. of the bottom portions of said notches with the. end faces of the trigger-` arms limits the upward movement of the armature. i

. From the foregoing it will be seen that by closing the track circuit at the closing device 13, and completing the track circuit through the Contact rail or bar 3 and the roller 8, the electro-magnets are energized and act to draw downward their armature 17. This movement releases the trigger arms from engagement with the shoulders 30 and permits said arms to swing rearwanlly at their llower ends, or toward the left, as seen in Eig. 8,.

thereby allowing the trigger 68 to move downward and release the rod 61 from its engagement with the roller 70.' The spring 60 then acts to close the switch 55 and complete the circuit through the motor 20 which is set in motion to operate the valve mechanism as above de scribed.

Means are provided as follows for again opening the switch 55 at such time, during the rotation of the motor 30, that' the parts will come to rest with the valvc again in its closed position, as shown in Fig. 4. Said means comprises a horizont-all y moving rod 90 attached by means of a link 91 to the-upper end of the valve aefeo tuating lever 34 and provided at its free end with a. swinging gravity hook'or pavvl 92 which is designed, in the movenientof said rod toward the left, or when the valve is being opened, top-aw the upper end oi'the switch, or a cross-bar 95 connect-ing the upper ends oi the switch blades, and in the movement of said rod towards the right, at which time the valve is being closed, to engage said cross-bar 95 and move said swit eh into its open position. A registering device is arranged to be actuator each time the supplemental valve 20 is operated, .whereby the operating superintendent may be advised The said shoulders S0 areV of the num-ber of times an engineer has attempted to d vivo his train into a ciosed block and has been stopped by the apparatus described. The said registering de vice is located in a position intccessibic to the engineer so that it may not. be tampered with. Conveniently it! is loca :ed in the casing which incluses the valve and its actuating rmrelnniism. It is provided with an actuating star-wheel lOl that is engaged by a mdinl arm '102 on the periphery of the cani disk 3l, in each revolution of ing lever oi familiar construction which shifts or L moves the point rails o thc switch. In this construetion the switch throwing lever is equipped with a contact device 106 insulated therefrom, and adapted to contact when the lever is swung from itsclosing L its opening position with 'an are shaped member 10T tirarsi to a stationary partof the switch throwing device. The said curved Contact member 107 is arranged in a plane parallel to sind closely adjacent to the plane in which the switch throwing arm moves and is o1' such length that when said arm occupies any position except the one in which the switch is closed to the main track, the contact members will be brought togctlier to'close at this point the tinck circuit. The circuitin which said contact members are 'include-l is'completcd through the battery 12, the tinck rails and the contact mil or har to the roller of the contact shoe or device on the locomotive. The said contact mils 3 in the latter construction are, in practico, placed at such distance from the switch points at either side thereof) as to give the train ample time to stop before reaching the open switch. thus avoiding the tmin being derailed h v an open switch carelessly or maliciousl) left partially or wholly open.

v Means are provided for rendering the device inoperative, when itis desired to switch a train intn the .switch track without ha ng it stopped by the' braking le- 'vice by opening the track circuit. at anyconvenient point, as at aswiteli 10S, or bv separating the connu-r members l106 and l0?,

I claim as my inventionz ltween said motor und vulve. :ind means for eunlrullln: the

motor clrcnlt embracing n-statlonnr v circuit closing.' :levlce adjacent to the rnil\\:\ hau-k` A Il'. Menus for arresting :l movinrailway train comprisin; a. valve ln the train pipe of the air brake system of 1li-- train which ls operated mlependentlv of the ell- 'im-ers vulve. mechanism on thel lueolizollve for opt-nin: nml cluslng the valve eomprlsln: :in elet-tric motor and its normally open circuit. :ind operative williwtiuns hetnet-n said mul-r and snld vulve operating darin; the mntinunns rotoli-n of (he motor in one direction lo open the valve and In reverse :ind close the same. :Ind means for rnsn: the motor cil-cult emhrnc :'i eist-ult contr-Ning device :nl jacent to the ruil ck.

R. Menus for u 'esima' n movin: railway lr-.iin compris in: a valve in tl. n pip" of llxe :tir brake syst-un nf xii-- lrnin which is/'pclated independent!) nl' lhenzineerk vutvc. mechanism on the lw'umotive for "puttin: :unl rb ing e valve in the train pipe of the air brake system of the `connections between said cam and valve. consti-acted to ing a valve in the train pipe of the air brake system of the mally open circuit, a switch for closing said motor circuit dug, in combination with the train pipe and tb- ,-ngince closing snit'. valve comprising an electric motor and its inc the valve coinprisiii.T an electric motor and its normally open circuit. and operative connections between said motor aiid'valve operatingY duriii: the continuous rotation of the motor in onestlirection to open the 'valve and to revi e and close the same and constructed to hold the valve open for a predeteriitiued time. and means for closing.; the motor circuit,embracing a circuit controllingf device adjacent to the railway track.

4. )leans for arresting a moving ,railway train comprisinga valve in the train pipe of the air brakes stem ot' the train which is operated independently ef the cngipeer's valve. mechanism ou the locomotive for openingv and closing the valve coinprisin; r an electric motor and its noi'- nially open circuit designed to be closed through tht` inediuni of a. circuit controlling device adjacent to the rail ay track', a cani geared to and rotated `by said motor through the medium of speed reducing mechanism. aud.opeiativc open and close the valve and to hold the valve open for a predetermined period.

5. Means for arresting a moving railway train comprising a valve in the train pipe of the air brake s stein oftlie train which is operated independently of the engineers valve. mechanism on the locomotive for opening and closing the valve comprising an electric motor and its normally open circuit designed to be closed through the niedium oi a' circuit controlilug device adjacent to the railway track, a cam lgeared to and rotated by said motor through the medium of a speed reducingY mechanism. op` erative connections between said cani and valve. constructed to open and close the valve and to hold the valve open for a predetermined period. and means operated during the closing movement of the valve for opening said motor circuit.

6. )leans for arresting. a moving railway train compristrain which is operated independently of the engincer's valve. mechanism on the locomotive for openins; and ciosing the valve comprising an electric motor and its normally open circuit designed to he closed through the medium ot' a.- circuit controlling device adjacent to therailway track, a cam disk geared to and rotated hy said motor through the medium of4 a speed reducing mechanism and provided with a cam groove, a swinging lever pr0vided \vith a stud engaging said groove. and operative connections between said lever and the valve, said cam groove being so arranged asA to act through said lever tolopen and close the valve during one rotation of the cam disk 'and to .hold the valve open for `a predetermined period. .A

'i'. Means for arresting a moving railway train compristrain -which is operated independently of the engineers valve, mechanism on the locomotive for opening and closing the valve comprising an electric motor and its nordesigned to he closed through the medium of a circuit controlling devicc adjacent to the railway track, a cam geared to and rotated by saiduiotor through the medium of u 'speed reducing mechanism and provided with a cam :rocve. a swinging lever pi'ovidcd with a stud emragini;r said groove and operatively connected with snid'valve. said cam groove being so arranged as to act .through said lever to open; and close the valve during,r one rotation of the cum l and to hold the valve open for a predetermined period. and means connected with said swinging lever for opening the motor circuit controlling switch.

S. A)leans for arre'sfir.;` a moving railway train comp-r valvolocated. therein. an auxiliary valve located in said pipehetwecn thtl eucineers valve and the Ferney pipes of theair brake system, said valve being norma v in 'a it permit free pa s' gc ot' air through the pipe to me en ncer's valve. iiiechaiiisiiron the locomotive for opening and normally open circuit. and means carried by the loconio c 'a-ia'ited for contact with a Contact device on the railway track for closing said motor circuit.

il. )leans for arresting a moving railway train comprising. in combination with the train pipe and the engineers valve located therein, an auxiliary valve located in said blu oeiwecu the engiiiccr's ilve aud the service plpc-4 of ihc air brake system and provided wllb :i veul nipple. salti valve hein: normally in position lo rit-se sabl vt-ni nipple :Intl permit l'i'ce pas. ce of air ihroiveii the pipe to the cli- I-`iiiet 'ilve and adapted to clos s.i.tl pipe lo the eiigineer's valve aud open it to the veul hippie. iiicehiiiiisin on the lncoiiioiire for opeiiiue angl closing said valve wuupiisin.;r an electric motor and irs noriiiaily open circuitdcsinned to be closed by a circuit controlling.l device adjacent to iie railway track. and operative connections between said motor and saiil valve.

1U. )leans for arresting;r a movin; railway train comprisingsr i valve iu the train pipe oi' the :iir brake system of flic train which-is operated independently ot" tlie ciigiucers valve. mechanism on the locomotive [or opt-ning and closing' the valve. and a normally open elecliic circuit for scitiiig said valve actnaiiiigsr iiieclxaiisiii in operation provided with tivo circuit closiuc devices. one located ou the track right-oilway and destined to be automatically operated to close said circuit :it one point throueh the usual operativa of a part of the track service equipment. and the other circuit closing: device compiisiag a stationary nienibt-rlncated on the riglit-o-)vay and a member carried by the locomotive and adapted to he brought into contact \vi1h s:iid stationary member as the locomotive passes the latter.

1l. Menus i'oi' arrestingr a nioviii; r railway train comprising: a valve iu the train pipe of the air bi'zil-:isystem if the train whiili is operated independently oi the cuciiicciis valve. mechanism' on tbc .ocoiiiotive for opeiiiii: and flos- Vin;y the valve. constructed to hold the valve open for a predetermined pci'iotl. :ind .'i normally open electric circuit for setting.' iid valve Aictiiatiiig mechanism iii operation provini-:ri with tivo ci.. -uit closingT devices. n ae located on the tr'ack right-ora and designed to he automatically operated to close said circuit at one point through the usual oreratiou of :i part ot the track service equipment. and the other circuit closiuc (lt-vice coiiiprisiuey a stationary member lot ted ou the richt-m1 ay aud :i niexnheicarried ny the locomotive and adapted to he brought into contact with said stationary member as the locomotive passes the latter.

12.. Means for arresting a moving railway train comprising a valve in the train pipe or' tlir.I air brake system o1' the train which is operated independently of the cngiiieer's valve, mechanism on the locomotive for openingr and closing'tlie valve. a normally open electric circuit for setting said valve actuatingi mechanism in operation. :iswitcli throwing device. and tivo circuit closing .fic-vices. one located at the switch throwing' device and adapted to be operated to close the circuit at this point when thc switch is open or pa ially open. and the otlie" circuit closing.: device coiiiprisini;f si stationary member located on the rightot-way and' a member carried by ilie locoiiiot'ive and adapted lo be'brouglit into contact with the stationary member as the locomotive passes the latter;

13. llcaiis for arresting a movingrailivay train comprising, in combination with the train pipe und the cn;ineer`s valve therein. an auxiliary 'alve located in said train pipe between the eugineers valve .vid the service pipes of the brake mechanism. said auxilla." valve being constructed and .ii-ranged to permit the ai.l to p: ss freely through said pipe to the engineer's valve, mechanism on the locomotive t'os' opening and closing the auxiliary valve. and a nurnialiy open electric circiilt for setting said valve actuating iin-raiilsiii in operation provi-.lcd withtwo circuit closing .lt-vice one located oirtlie. track right-of-way and designe-i to be automatically voperate-'l to close said circuit at one point through the listini operation of :i part of the sei-vice equipment, and the other circuit closini.r denprising a stationary member located on the righti-way and lu n'ieiuher carried by the locomotive and adaptd to be hrt-:ight into contact .vth said stationary member as the locomotive passes the latter.

ln iesliiaoiiy, that l claim theforegoing'as my invention l :'.ilx iiiy signature in the presence ot` tivo witnesses, this Sith day of )lay A. D. 1907.

' JAMES T. THOMPSON.

Witnesses:

Winsum L. Ham., '.l. 1l. Aucuns. 

